“The initial greenhouse gas mandates have already saved Class 8 fleets millions of dollars in operating costs through reduced fuel consumption,” said John Flynn, CEO of Fleet Advantage. On August 16, the federal government passed a proposed regulation, GHG Phase II, that further tightens emissions and improves fuel economy for heavy-duty trucks by up to 25 percent for 2017 through 2027 model years. The GHG Phase II final rule, issued by the U.S. Environmental Protection Agency (EPA) and the National Highway Traffic Safety Administration (NHTSA), also includes the first-ever federal efficiency standards for new trailers.
The Environmental Protection Agency (EPA) and the National Highway Traffic Safety Administration (NHTSA) are developing rules for a comprehensive National Phase II Heavy-Duty Vehicle Program that will reduce greenhouse gas emissions and fuel consumption from new medium- and heavy-duty vehicles and engines on the road. The NHTSA fuel economy standards and EPA carbon dioxide emissions standards are designed to address each of four regulatory categories of heavy-duty vehicles: tractor-trailers; trailers used with those tractors; pickup trucks and heavy-duty pickup trucks; and vocational vehicles. The rule also includes separate standards for engines that power tractor-trailers and vocational vehicles. In addition, EPA is clarifying the classification of natural gas engines and other heavy-duty gas-fueled engines.
Finally, EPA requires that engines from donor vehicles installed in new sailboats meet the emissions standards in effect in the year of assembly of the new sailboat, including all applicable standards for standard pollutants, with limited exceptions for small businesses and other special circumstances.
OEMs exceed requirements
According to OEMs, efficiency improvements will include a new combustion design and increased PSI in the fuel delivery systems, creating a more precise fuel spray pattern, and new variable-speed turbochargers that further compress the fuel-air mixture, resulting in improved combustion and less unburned fuel, resulting in more power per gallon of diesel. The increased power per piston combustion equates to more horsepower without burning more fuel.
Additional developments will include:
Terrain programs; Eco-coastal driving; Increased connectivity and communication between engine, transmission and axles; and electrification of many drivetrain components such as power steering, air conditioning compressors, etc.
“With the recent passage of the Phase II GHG Emissions Program, the program projects an improvement of one mile per gallon (MPG) or about $4,200 per truck per year in the first few years on fuel alone,” said Kenneth Loriccio, director of advanced analytics at Fleet Advantage. The final standards are expected to reduce carbon dioxide emissions by an estimated 1.1 billion metric tons, save vehicle owners an estimated $170 billion in fuel costs and reduce oil consumption by up to 2 billion barrels over the life of vehicles sold under the program.
Phase II Greenhouse Gas Emissions and Truck Life Cycle Management
“The acquisition and disposal decisions you make today will have a significant impact on your total cost of ownership,” Flynn added. Fuel accounts for 70 percent of a vehicle’s net operating costs, so understanding the financial impact of incorporating new equipment technologies that continually increase fuel efficiency and reduce emissions is essential. Leveraging these improvements can elevate your truck fleet to a competitive advantage while applying cost reductions to revenue-enhancing strategies—creating an advantage over competitors. To reap the benefits of these mandates, it’s essential to have a strategy for the future that includes options for vehicle lifecycle practices:
How long your trucks have been in operation; How many trucks you order per year; The ideal specifications for your business; The financing method you choose.
